WO2015151061A2 - Système de commande pour véhicule - Google Patents

Système de commande pour véhicule Download PDF

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Publication number
WO2015151061A2
WO2015151061A2 PCT/IB2015/052444 IB2015052444W WO2015151061A2 WO 2015151061 A2 WO2015151061 A2 WO 2015151061A2 IB 2015052444 W IB2015052444 W IB 2015052444W WO 2015151061 A2 WO2015151061 A2 WO 2015151061A2
Authority
WO
WIPO (PCT)
Prior art keywords
power transmission
shift
transmission pathway
speed
rotary member
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/IB2015/052444
Other languages
English (en)
Other versions
WO2015151061A3 (fr
Inventor
Mitsuhiro Fukao
Kenji Matsuo
Hiroki Kondo
Akira Hino
Daisuke Inoue
Atsushi Ayabe
Akihide Ito
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to US15/129,691 priority Critical patent/US9829102B2/en
Priority to CN201580018118.XA priority patent/CN106170648B/zh
Priority to EP15717654.6A priority patent/EP3126714B1/fr
Publication of WO2015151061A2 publication Critical patent/WO2015151061A2/fr
Publication of WO2015151061A3 publication Critical patent/WO2015151061A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
    • F16H61/66254—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling
    • F16H61/66259—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling using electrical or electronical sensing or control means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/70—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements
    • F16H61/702—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements using electric or electrohydraulic control means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
    • B60R16/0231—Circuits relating to the driving or the functioning of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H37/0846—CVT using endless flexible members
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/0866—Power-split transmissions with distributing differentials, with the output of the CVT connected or connectable to the output shaft
    • F16H2037/0873—Power-split transmissions with distributing differentials, with the output of the CVT connected or connectable to the output shaft with switching means, e.g. to change ranges
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H2061/6604—Special control features generally applicable to continuously variable gearings
    • F16H2061/6615—Imitating a stepped transmissions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
    • F16H2061/66204—Control for modifying the ratio control characteristic
    • F16H2061/66213—Control for modifying the ratio control characteristic dependent on driver's choice

Definitions

  • stepless speed change mechanism and a stepped speed change mechanism having a LOW fixed-ratio position and an overdrive fixed-ratio position are arranged in parallel with each other, between an input rotary member and an output rotary member.
  • a control system for a vehicle includes: a driving power source; an input rotary member configured to transmit power of the driving power source; at least one drive wheel; a stepless speed change mechanism provided on a first power transmission pathway, the first power transmission pathway being defined between the driving power source and the drive wheel; a power transmission mechanism including at least one gear position, the power transmission mechanism being provided on a second power transmission pathway, the second power transmission pathway being defined between the driving power source and the drive wheel; an output rotary member configured to deliver the power to the drive wheel, the stepless speed change mechanism and the power transmission mechanism being provided in parallel on a power transmission pathway between the input rotary member and the output rotary member; a clutch mechanism configured to switch the power transmission pathway between the first power transmission pathway and the second power transmission pathway; and an electronic control unit configured to perform a shift in the stepless speed change mechanism so as to change a rotational speed of the input rotary member in a stepwise manner, according to shift characteristics of a shift performed in the
  • FIG. 1 is a view schematically illustrating the configuration of a vehicle to which the invention is applied;
  • FIG. 7 is a flowchart illustrating a principal part of control operation of the electronic control unit, namely, control operation performed at the time of a downshift for achieving consistent shift feeling throughout the entire running region including a stepped-speed-change running region and a stepless-speed-change running region;
  • FIG. 10 is a time chart of the case where the control operation illustrated in the flowchart of FIG. 9 is performed, showing one example where the accelerator pedal stroke is relatively large.
  • the power transmission system 16 includes a known torque converter 20 as a hydraulic power transmission device coupled to the engine 12, an input shaft 22 provided integrally with a turbine shaft as an output rotary member of the torque converter 20, a known belt-type continuously variable transmission 24 (which will be called “CVT 24") as a stepless speed change mechanism coupled to the input shaft 22, and a forward-reverse switching device 26 also coupled to the input shaft 22.
  • the power transmission system 16 also includes a gear mechanism 28 as a power transmission mechanism coupled to the input shaft 22 via the forward-reverse switching device 26 and provided in parallel with the CVT 24, an output shaft 30 as a common output rotary member of the CVT 24 and the gear mechanism 28, and a counter shaft 32.
  • the power transmission system 16 further includes a speed reducing gear device 34 that consists of a pair of meshing gears mounted on the output shaft 30 and the counter shaft 32, respectively, such that the gears cannot rotate relative to the output shaft 30 and the counter shaft 32, a differential gear unit 38 coupled to a gear 36 mounted on the counter shaft 32 such that the gear 36 cannot rotate relative to the counter shaft 32, and a pair of axles 40 coupled to the differential gear unit 38.
  • a speed reducing gear device 34 that consists of a pair of meshing gears mounted on the output shaft 30 and the counter shaft 32, respectively, such that the gears cannot rotate relative to the output shaft 30 and the counter shaft 32
  • a differential gear unit 38 coupled to a gear 36 mounted on the counter shaft 32 such that the gear 36 cannot rotate relative to the counter shaft 32
  • a pair of axles 40 coupled to the differential gear unit 38.
  • the power transmission system 16 includes the CVT 24 and the gear mechanism 28, which are provided in parallel on the power transmission pathway between the engine 12 (or the input shaft 22) and the drive wheels 14 (or the output shaft 30).
  • the input shaft 22 is an input rotary member to which power from the engine 12 is transmitted.
  • the output shaft 30 is an output rotary member that delivers the power from the engine 12 to the drive wheels 14.
  • the power transmission system 16 includes a first power transmission pathway through which the power from the engine 12 is transmitted from the input shaft 22 toward the drive wheels 14 (or the output shaft 30) via the CVT 24, and a second power transmission pathway through which the power from the engine 12 is transmitted from the input shaft 22 toward the drive wheels 14 (or the output shaft 30) via the gear mechanism 28.
  • the CVT 24 is provided on the first power transmission pathway.
  • the first power transmission pathway is defined between the engine 12 and the drive wheels 14.
  • the gear mechanism 28 is provided on the second power transmission pathway.
  • the second power transmission pathway is defined between the engine 12 and the drive wheels 14.
  • the power transmission system 16 is arranged to switch between the first power transmission pathway and the second power transmission pathway, according to running conditions of the vehicle 10.
  • the power transmission system 16 includes a clutch C2 for CVT running, as a first clutch mechanism, and a forward clutch CI and a reverse brake Bl as a second clutch mechanism, as clutch mechanisms for switching the power transmission pathway of the power transmission system 16 between the first power transmission pathway and the second power transmission pathway.
  • the first clutch mechanism selectively permits and inhibits power transmission in the first power transmission pathway.
  • the second clutch mechanism selectively permits and inhibits power transmission in the second power transmission pathway.
  • Each of the clutch C2 for CVT running, forward clutch CI, and the reverse brake Bl is one example of connecting/disconnecting devices. More specifically, each of the clutch C2 for CVT running, forward clutch CI, and the reverse brake Bl is a known hydraulic friction device (friction clutch) that is frictionally engaged by means of a hydraulic actuator. Also, each of the forward clutch CI and the reverse brake Bl is one of elements that constitute the forward-reverse switching device 26, as will be described later.
  • the forward-reverse switching device 26 is provided around the input shaft 22, coaxially with the input shaft 22.
  • the forward-reverse switching device 26 mainly consists of a double-pinion- type planetary gear train 26p, forward clutch CI and the reverse brake B 1.
  • a carrier 26c of the planetary gear train 26p is coupled integrally to the input shaft 22.
  • a ring gear 26r of the planetary gear train 26p is selectively coupled to the housing 18 via the reverse brake Bl .
  • a sun gear 26s of the planetary gear train 26p is coupled to a small-diameter gear 42 that is provided around the input shaft 22, coaxially with the input shaft 22, such that the gear 42 can rotate relative to the input shaft 22.
  • the second power transmission pathway is established (connected) in which power from the engine 12 is transmitted from the input shaft 22 to the output shaft 30, through the forward-reverse switching device 26, gear mechanism 28, idler gear 48, and the output gear 56, in the order of description.
  • the CVT 24 is provided on a power transmission pathway between the input shaft 22 and the output shaft 30.
  • the CVT 24 includes a primary pulley 58 mounted on the input shaft 22 and having a variable effective diameter, a secondary pulley 62 mounted on a rotary shaft 60 having the same axis as the output shaft 30 and having a variable effective diameter, and a transmission belt 64 that is engaged with the pair of variable-diameter pulleys 58, 62 to run between the pulleys 58, 62.
  • the CVT 24 is operable to transmit power via friction force produced between the pair of variable-diameter pulleys 58, 62 and the transmission belt 64.
  • the gear ratio ⁇ is reduced (namely, the CVT 24 is shifted up).
  • the gear ratio ⁇ is increased (namely, the CVT 24 is shifted down).
  • CVT running as a running pattern in which the power from the engine 12 is transmitted to the output shaft 30 via the CVT 24 will be described.
  • power is transmitted through the first power transmission pathway.
  • the clutch C2 for CVT running is engaged, and the forward clutch CI, reverse brake Bl, and the mesh clutch Dl are released, as indicated in a section of FIG. 2 labelled with "CVT RUNNING (HIGH VEHICLE SPEED)".
  • the lowest gear ratio ymax of the CVT 24 is one example of the second-speed gear ratio j2 as the gear ratio of the second-speed gear position in the power transmission system 16. Therefore, the gear running and the CVT running are switched, for example, according to a shift line for switching the gear position between the first-speed gear position and the second-speed gear position in a shift map of a known transmission having two or more gear positions.
  • shifting e.g., CVT shifting, stepless shifting
  • shifting is carried out, using a known method, such that the gear ratio ⁇ is changed based on running conditions, such as the accelerator pedal stroke Oacc and the vehicle speed V.
  • the operating condition of the power transmission system 16 is transiently changed from a condition where the forward clutch CI and the mesh clutch Dl are engaged, to a condition where the clutch C2 for CVT running and the mesh clutch Dl are engaged.
  • the running pattern is transiently switched from the gear running to the CVT running (middle vehicle speed).
  • shifting e.g., clutch-to-clutch shifting (which will be called C to C shifting)
  • C to C shifting clutch-to-clutch shifting
  • the power transmission system 16 is substantially shifted up.
  • the mesh clutch Dl is released (see “DRIVEN INPUT CUT-OFF" in FIG. 2) so as to prevent unnecessary dragging and increase in the rotational speed of the gear mechanism 28, etc.
  • the mesh clutch Dl functions as a driven input cut-off clutch that cuts off input from the drive wheels 14 side.
  • the operating condition of the power transmission system 16 is transiently switched from a condition where the clutch C2 for CVT running is engaged, to a condition where the mesh clutch Dl is further engaged, in preparation for switching to the gear running (see "PREPARATION FOR DOWNSHIFT" in FIG. 2).
  • the running pattern is transiently switched from the CVT running (high vehicle speed) to the CVT running (middle vehicle speed).
  • rotation is also transmitted to the sun gear 26s of the planetary gear train 26p via the gear mechanism 28.
  • shifting e.g., clutch-to-clutch shifting
  • shifting e.g., clutch-to-clutch shifting
  • the vehicle is switched to the gear running.
  • the power transmission pathway is changed from the first power transmission pathway to the second power transmission pathway.
  • the power transmission system 16 is substantially shifted down.
  • the vehicle 10 has two or more running modes (shift control modes) for running the vehicle 10, from which one running mode is selected. More specifically, the vehicle 10 has a normal mode, sporty mode (i.e., power mode), and an eco-mode, as the two or more running modes that are switched from one to another as needed.
  • the normal mode which is obtained in advance by experiment or by design and stored (i.e., predetermined), is provided for enabling the vehicle to run or operate in a condition of high fuel efficiency while assuring sufficient power performance.
  • the sporty mode (or power mode) which is also determined in advance, is provided for enabling the vehicle to run or operate in a condition where the higher priority is given to the power performance than the fuel economy performance, as compared with the normal mode.
  • the eco-mode which is also determined in advance, is provided for enabling the vehicle to run or operate in a condition where the higher priority is given to the fuel economy performance than the power performance, as compared with the normal mode.
  • the vehicle 10 is provided with a running mode selection switch 70 (see FIG. 3) that enables the driver to manually select one from the two or more running modes.
  • the running mode selection switch 70 is installed in the vicinity of the driver's seat.
  • the running mode selection switch 70 includes a sporty mode switch 72 for establishing the sporty mode as the running mode, and an eco-mode switch 74 for establishing the eco-mode as the running mode (see FIG. 3).
  • the running mode selection switch 70 is, for example, a seesaw switch.
  • the sporty mode or the eco-mode is selected (established). If neither of the sporty mode switch 72 and the eco-mode switch 74 of the running mode selection switch 70 is pushed, the normal mode is selected.
  • FIG. 3 is a view useful for explaining control functions and a principal part of a control system for various controls in the vehicle 10.
  • the vehicle 10 is provided with an electronic control unit 80 including a controller of the vehicle 10 for switching the running pattern of the power transmission system 16, for example.
  • FIG. 3 shows an input/output system of the electronic control unit 80.
  • FIG. 3 is a functional block diagram useful for explaining principal control functions performed by the electronic control unit 80.
  • the electronic control unit 80 is configured to include a so-called microcomputer, which includes CPU, RAM, ROM, input and output interfaces, and so forth, for example.
  • the CPU performs signal processing, according to programs stored in advance in the ROM, while utilizing the temporary storage function of the RAM, so as to execute various controls of the vehicle 10.
  • the electronic control unit 80 is configured to perform the output control of the engine 12, shift control and belt clamping force control of the CVT 24, control for switching the running pattern, and so forth.
  • the electronic control unit 80 is divided as needed into an ECU for engine control, ECU for shift control, and so forth.
  • the electronic control unit 80 is supplied with various actual values based on detection signals obtained by various sensors provided in the vehicle 10.
  • the various sensors include various rotational speed sensors 82, 84, 86, accelerator pedal position sensor 88, throttle opening sensor 90, foot brake switch 92, G sensor 94, and the running mode selection switch 70, for example.
  • the various actual values include the engine speed Ne, input shaft speed Ni as the rotational speed of the primary pulley 58 corresponding to the turbine speed Nt, output shaft speed No as the rotational speed of the secondary pulley 62 corresponding to the vehicle speed V, accelerator pedal stroke 9acc as the amount of operation of the accelerator pedal representing the amount of acceleration requested by the driver, throttle opening 9th, brake ON Bon as a signal indicating a condition where the foot brake as a regular brake is operated, longitudinal acceleration G of the vehicle, and sporty-mode ON ModeSon or eco-mode ON ModeEon as a signal indicating that the sporty mode switch 72 or the eco-mode switch 74 was operated by the user.
  • the electronic control unit 80 outputs engine output control command signals Se for use in output control of the engine 12, hydraulic control command signals Scvt for use in hydraulic control associated with shifting of the continuously variable transmission 24, hydraulic control command signals Sswt used for controlling the forward-reverse switching device 26, clutch C2 for CVT running, and the mesh clutch Dl in connection with switching of the running pattern of the power transmission system 16, and so forth. More specifically, as the engine output control command signals Se, a throttle signal for controlling opening/closing of an electronic throttle valve by driving a throttle actuator, an injection signal for controlling the amount of fuel injected from fuel injectors, an ignition timing signal for controlling the ignition timing of ignition devices in the engine 12, etc. are generated.
  • a command signal for driving a solenoid valve that regulates the primary pressure Pin supplied to the actuator of the primary pulley 58, a command signal for driving a solenoid valve that regulates the secondary pressure Pout supplied to the actuator of the secondary pulley 62, etc. are transmitted to a hydraulic control circuit 96.
  • the hydraulic control command signals Sswt command signals for driving solenoid valves that control respective hydraulic pressures supplied to actuators, or the like, that operate the forward clutch CI, reverse brake Bl, clutch C2 for CVT running, and the hub sleeve 54, are transmitted to the hydraulic control circuit 96.
  • the electronic control unit 80 includes an engine output controller 100, and a shift controller 102.
  • the engine output controller 100 transmits the engine output control command signals Se to the throttle actuator, fuel injectors, and the ignition devices, respectively, for output control of the engine 12, for example.
  • the engine output controller 100 calculates required driving force Fdem as the amount of driving request made by the driver, based on the actual accelerator pedal stroke Oacc and the vehicle speed V, from a predetermined relationship (driving force map) (not shown), for example. Then, the engine output controller 100 sets target engine torque Tetgt with which the required driving force Fdem can be obtained, and controls opening/closing of the electronic throttle valve by means of the throttle actuator, so as to achieve the target engine torque Tetgt.
  • the engine output controller 100 also controls the fuel injection amount as the amount of fuel injected by the fuel injectors.
  • the engine output controller 100 also controls the ignition timing of the ignition devices.
  • the engine output controller 100 controls the electronic throttle valve, etc. so as to enhance the response to the accelerating operation of the driver, as compared with the case where the normal mode is selected.
  • the engine output controller 100 may control the electronic throttle valve, etc., such that the driving force changes more modestly in response to change in the accelerator pedal stroke Oacc, for improvement of the practical fuel efficiency, as compared with the case where the normal mode is selected.
  • required driving torque [Nm] produced at the drive wheels 14, required driving power [W] produced at the drive wheels 14, required output torque [Nm] produced at the output shaft 30, and the required engine torque [Nm], for example, may be used, in addition to the required driving force Fdem [N] produced at the drive wheels 14.
  • the accelerator pedal stroke Oacc [%], the throttle opening 9th [%], the intake air amount [g/sec] of the engine 12, or the like may be simply used.
  • the shift controller 102 transmits the hydraulic control command signals Scvt for controlling the gear ratio ⁇ of the CVT 24 such that the gear ratio ⁇ becomes equal to the target gear ratio ytgt calculated based on the accelerator pedal stroke Oacc, vehicle speed V, brake signal Bon, etc., to the hydraulic control circuit 96. More specifically, the shift controller 102 has a predetermined relationship (e.g., a CVT shift map, a belt clamping force map) that achieves the target gear ratio ytgt of the CVT 24 at which the operating point of the engine 12 lies on a predetermined optimum line (e.g., the engine optimum fuel efficiency line) while preventing the belt of the CVT 24 from slipping.
  • a predetermined relationship e.g., a CVT shift map, a belt clamping force map
  • the shift controller 102 determines a primary command pressure Pintgt as a command value of the primary pressure Pin, and a secondary command pressure Pouttgt as a command value of the secondary pressure Pout, based on the accelerator pedal stroke Oacc and the vehicle speed V, for example, from the above-mentioned relationship. Then, the shift controller 102 transmits the primary command pressure Pintgt and the secondary command pressure Pouttgt to the hydraulic control circuit 96, so as to execute CVT shifting.
  • the shift controller 102 also performs switching control for switching the running pattern of the vehicle between gear running and CVT running.
  • gear running power from the engine 12 is transmitted to the output shaft 30 via the gear mechanism 28.
  • CVT running power from the engine 12 is transmitted to the output shaft 30 via the CVT 24. More specifically, the shift controller 102 determines whether the running pattern is to be switched during running of the vehicle.
  • the shift controller 102 determines a shift (change of the gear ratio), based on the vehicle speed V and the accelerator pedal stroke Oacc, using an upshift line and a downshift line for switching between the first-speed gear ratio ⁇ corresponding to the gear ratio EL established in the gear running, and the second-speed gear ratio ⁇ 2 corresponding to the lowest gear ratio ymax established in the CVT running.
  • the shift controller 102 determines whether the running pattern is to be switched during running of the vehicle, based on the result of the above determination.
  • the upshift line and downshift line are predetermined shift lines, for example, which have certain hysteresis, for example.
  • the shift line may be switched to a sporty-ranning-time shift line that is predetermined such that the first-speed gear ratio ⁇ is more likely to be selected, as compared with a normal shift line used when the normal mode is selected.
  • the shift line may be switched to an eco-running-time shift line that is predetermined such that the second-speed gear ratio ⁇ 2 is more likely to be selected, as compared with the normal shift line used when the normal mode is selected.
  • the shift controller 102 When switching of the running pattern is determined, the shift controller 102 performs switching of the running pattern. For example, if the shift controller 102 determines an upshift during gear running, it switches the running pattern from the gear running to the CVT running (high vehicle speed). When the shift controller 102 switches the running pattern from the gear running to the CVT running (high vehicle speed), it initially makes an upshift through C to C shifting by releasing the forward clutch CI and engaging the clutch C2 for CVT running. This condition is one example of CVT running (middle vehicle speed) to which the running pattern is transiently switched as shown in FIG. 2.
  • the power transmission pathway in the power transmission system 16 is switched from the second power transmission pathway in which power is transmitted via the gear mechanism 28, to the first power transmission pathway in which power is transmitted via the CVT 24.
  • the shift controller 102 switches the running pattern to the CVT running (high vehicle speed), by generating a command to operate the hub sleeve 54 of the synchromesh mechanism SI so as to release the mesh clutch Dl that is being engaged.
  • the hub sleeve 54 is driven by a hydraulic actuator (not shown), and the hydraulic pressure supplied to the hydraulic actuator is controlled so as to adjust the pressing force applied to the hub sleeve 54.
  • the power transmission pathway in the power transmission system 16 is switched from the first power transmission pathway through which power is transmitted via the CVT 24, to the second power transmission pathway through which power is transmitted via the gear mechanism 28.
  • the shift controller 102 switches the power transmission system 16 from power transmission via the CVT 24 to power transmission via the gear mechanism 28 during running of the vehicle 10, it operates the mesh clutch Dl to engage the same clutch Dl, and then releases the clutch C2 for CVT running.
  • C to C shifting is performed upon switching between the CVT running (in particular, middle vehicle speed) and the gear running, such that the input shaft speed Ni (then, the engine speed Ne) is changed in a stepwise manner in accordance with change of the gear ratio ⁇ .
  • CVT shifting is performed, such that the input shaft speed Ni (then, the engine speed Ne) is kept substantially constant irrespective of the vehicle speed V, or is smoothly changed (namely, continuously changed). Therefore, a difference in the feeling arises between C to C shifting and CVT shifting.
  • the shift controller 102 performs CVT shifting with shift characteristics that match the shift characteristics of C to C shifting, such that the input shaft speed Ni is changed in a stepwise manner (such that the input shaft speed Ni is changed between before and after shifting caused by switching of gear ratio ⁇ in stepped shifting), or performs C to C shifting with shift characteristics that match the shift characteristics of CVT shifting, such that the input shaft speed Ni is continuously changed (such that change of the input shaft speed Ni is suppressed during shifting or the input shaft speed Ni is kept substantially constant).
  • the shift controller 102 performs one of the C to C shifting and the CVT shifting, according to shift characteristics matching the shift characteristics of the other of the C to C shifting and the CVT shifting.
  • the value of the input shaft speed Ni at the start of shifting is changed.
  • the value of the input shaft speed Ni is set to the highest value when the C to C shifting is performed in the sporty mode, and is set to the lowest value when the C to C shifting is performed in the eco-mode.
  • the shift speed (the rate of change of the input shaft speed Ni) during shifting may be changed.
  • the shift speed during shifting is compared among the sporty mode, normal mode and the eco-mode
  • the shift speed is set to the highest speed during C to C shifting in the sporty mode, and is set to the lowest speed during C to C shifting in the eco-mode. If the shift speed during shifting is increased, the shift time is reduced, and/or the amount of change of the input shaft speed Ni is increased.
  • the shift characteristics of C to C shifting are changed according to the running mode. Therefore, when the shift controller 102 performs CVT shifting according to the shift characteristics of C to C shifting, it changes both the shift characteristics of C to C shifting and the shift characteristics of CVT shifting, in accordance with switching of the running mode.
  • shift characteristics of C to C shifting when performed according to shift characteristics of CVT shifting include a value of input shaft speed Ni obtained at the time when each shift is started, and the amount of change of the input shaft speed Ni over a period from the start of each shift to completion of the shift.
  • the shift controller 102 performs CVT shifting according to shift characteristics of C to C shifting, when the amount of driving request made by the driver is larger than a predetermined value.
  • the shift controller 102 performs C to C shifting according to shift characteristics of CVT shifting, when the amount of driving request made by the driver is equal to or smaller than the predetermined value.
  • the predetermined value is the lower limit (the lowest value) of a predetermined range of large amounts of driving request, within which it is determined that the amount of driving request is large enough to give an assumption that the driver wishes to prioritize running over the fuel economy.
  • the predetermined value is provided by a large-pedal-stroke threshold value based on which it is determined that the accelerator pedal stroke Oacc is large enough to give the above assumption.
  • the electronic control unit 80 further includes a vehicle condition obtaining unit 104, so as to enable the shift controller 102 as described above to appropriately perform control.
  • the vehicle condition obtaining unit 104 determines whether the engine 12 is in operation, for example, based on the engine output control command signals Se produced by the engine output controller 100, or the engine speed Ne, or the like. If the vehicle condition obtaining unit 104 determines that the engine 12 is in operation, for example, it subsequently determines whether the engine 12 is stopped, based on the engine output control command signals Se produced by the engine output controller 100, or the engine speed Ne, or the like. Also, the vehicle condition obtaining unit 104 determines whether the amount of driving request made by the driver is larger than the predetermined value, for example. More specifically, the vehicle condition obtaining unit 104 determines whether the accelerator pedal stroke Oacc is larger than the above-mentioned large-pedal-stroke threshold value.
  • the shift controller 102 When the vehicle condition obtaining unit 104 determines that the accelerator pedal stroke Oacc is larger than the large-pedal-stroke threshold value, the shift controller 102 performs CVT shifting according to shift characteristics of C to C shifting. On the other hand, when the vehicle condition obtaining unit 104 determines that the accelerator pedal stroke Oacc is equal to or smaller than the threshold value, the shift controller 102 performs C to C shifting according to shift characteristics of CVT shifting.
  • FIG. 4 is a flowchart illustrating a principal part of control operation of the electronic control unit 80, namely, control operation for realizing consistent shift feeling through the entire running region including a stepped-speed-change running region and a stepless-speed-change running region.
  • a control routine illustrated in the flowchart of FIG. 4 is repeatedly executed, for example.
  • FIG. 4 is one example of control operation corresponding to an upshift (in particular, power-on upshift).
  • FIG. 5 and FIG. 6 are examples of time charts in the case where the control routine illustrated in the flowchart of FIG. 4 is performed.
  • FIG. 5 shows one example of the case where the accelerator pedal stroke Oacc is relatively large
  • FIG. 6 shows one example of the case where the accelerator pedal stroke Oacc is relatively small.
  • step S10 it is initially determined in step S10 corresponding to the vehicle condition obtaining unit 104 whether the engine 12 is in operation, for example. If a negative decision (NO) is obtained in step S10, this routine ends. If an affirmative decision (YES) is obtained in step S10, the running mode selected with the running mode selection switch 70, for example, is determined in step S20 corresponding to the shift controller 102. Then, in step S30 corresponding to the shift controller 102, shift characteristics of C to C shifting in the case where the speed ratio is changed in stages are determined based on the running mode determined in step 20, a given shift line, and so forth.
  • the shift characteristics of C to C shifting include a value of the input shaft speed Ni obtained at the shift start timing or shift starting point, shift speed or shift time, and the shift amount (the amount of change), for example. Also, shift characteristics (e.g., shift start timing, shift amount) of CVT shifting in the case where the speed ratio is steplessly changed are determined based on a given CVT shift map. Then, it is determined in step S40 corresponding to the vehicle condition obtaining unit 104 whether the accelerator pedal stroke Oacc is larger than the large-pedal-stroke threshold value.
  • step S40 If an affirmative decision (YES) is obtained in step S40, shift characteristics matched with the shift characteristics of C to C shifting in the case where the speed ratio is changed in stages, which are determined in the above step S30, for example, are set in step S50 corresponding to the shift controller 102.
  • step S40 shift characteristics matched with the shift characteristics of CVT shifting in the case where the speed ratio is steplessly changed, which are determined in the above step S30, for example, are set in step S60 corresponding to the shift controller 102.
  • step S50 or S60 After execution of the above step S50 or S60erne in step S70 corresponding to the shift controller 102, an upshift is performed based on the shift characteristics set in the above step S50 or S60, for example in accordance with an increase in the vehicle speed V. Then, it is determined in step S80 corresponding to the vehicle condition obtaining unit 104 whether the engine 12 is stopped, for example. If a negative decision (NO) is obtained in step S80, the control returns to step S20. If an affirmative decision (YES) is obtained in step S80, the routine of FIG. 4 ends.
  • the accelerator pedal is depressed at time tl when the vehicle is stopped with the accelerator pedal placed in the released state.
  • the vehicle is started or accelerated after the accelerator pedal is depressed at time tl .
  • the accelerator pedal stroke Gacc is larger than the large-pedal-stroke threshold value; therefore, the shift characteristics matched with the shift characteristics of C to C shifting in which the speed ratio is changed in stages are set.
  • upshifts are performed such that the input shaft speed Ni is changed in a stepwise manner, as the vehicle speed V increases.
  • the shift characteristics (the shift start timing, shift time, shift amount) in a portion A circled with a broken line in which the CVT shifting of the stepless-speed-change running region is performed are matched with the shift characteristics of a portion B circled with a broken line in which the C to C shifting of the stepped-speed-change running region is performed.
  • the shift characteristics in the portions A, B circled with broken lines are changed according to the running mode, such that the shift characteristics indicated by a thick solid line indicate those of the normal mode, and the shift characteristics indicated by a thin solid line indicate those of the sporty mode. Also, the shift characteristics in the portions A, B circled with broken lines are changed at the same time, when a target of the power performance, or the like, based on the accelerator pedal stroke 9acc, etc., is changed.
  • the accelerator pedal is depressed at time tl when the vehicle is stopped with the accelerator pedal placed in the released state.
  • the vehicle is started or accelerated after the accelerator pedal is depressed at time tl.
  • the accelerator pedal stroke 9acc is equal to or smaller than the large-pedal-stroke threshold value; therefore, shift characteristics matched with the shift characteristics of CVT shifting in which the speed ratio is steplessly or continuously changed are set. Accordingly, in both of the C to C shifting (from time t2 to time t3) and the following CVT shifting (after time t3), upshifts are performed such that the input shaft speed Ni is kept substantially constant, no matter whether the vehicle speed V increases.
  • the shift characteristics (shift start timing, shift amount) in a portion D circled with a broken line in which the C to C shifting of the stepped-speed-change running region is performed are matched with the shift characteristics of a portion C circled with a broken line in which the CVT shifting of the stepless-speed-change running region is performed.
  • the shift time is set such that change of the input shaft speed Ni in stepped shifting as indicated by a broken line "a" in FIG. 6 does not take place.
  • the shift controller 102 performs CVT shifting in view of the shift characteristics of C to C shifting in which the speed ratio is changed in statges. Also, the shift controller 102 performs C to C shifting in view of the shift characteristics of CVT shifting in which the speed ratio is steplessly changed.
  • the shift controller 102 performs CVT shifting, with the shift characteristics matched with the shift characteristics of C to C shifting, such that the input shaft speed Ni is changed in a stepwise manner. Accordingly, the shift characteristics of C to C shifting in which the speed ratio is changed in stages are substantially identical with the shift characteristics of CVT shifting in which the input shaft speed Ni is changed in a stepwise manner. Thus, consistent shift feeling can be achieved, throughout the entire running region including the stepped-speed-change running region and the stepless-speed-change running region. Also, the shift controller 102 performs C to C shifting, with the shift characteristics matched with the shift characteristics of CVT shifting, such that the input shaft speed Ni is continuously changed.
  • the shift characteristics of CVT shifting in which the speed ratio is steplessly changed are substantially identical with the shift characteristics of the C to C shifting in which the input shaft speed Ni is continuously changed.
  • consistent shift feeling can be achieved, throughout the entire running region including the stepped-speed-change running region and the stepless-speed-change running region.
  • the shift characteristics of CVT shifting when performed in accordance with the shift characteristics of C to C shifting include at least one of the shift start timing, shift time, and the amount of change of the input shaft speed Ni during shifting.
  • the shift characteristics of C to C shifting when performed in accordance with the shift characteristics of CVT shifting include the shift start timing, and the amount of change of the input shaft speed Ni during shifting. Accordingly, the shift characteristics are matched or controlled to substantially the same characteristics, such that consistent shift feeling can be achieved, throughout the entire running region including the stepped-speed-change running region and the stepless-speed-change running region.
  • the shift controller 102 performs CVT shifting according to the shift characteristics of C to C shifting, when the amount of driving request made by the driver is larger than a predetermined value.
  • CVT shifting in which the input shaft speed Ni is changed in a stepwise manner can be performed, only under the situation where the amount of driving request made by the driver is relatively large, and the higher priority is given to running (power performance) than the fuel economy performance.
  • the shift controller 102 performs C to C shifting according to the shift characteristics of CVT shifting, when the amount of driving request made by the driver is equal to or smaller than the predetermined value. Accordingly, the C to C shifting in which the input shaft speed Ni is continuously changed can be performed, under the situation where the amount of driving request made by the driver is relatively small, and the higher priority is given to the fuel economy performance than running (power performance).
  • the shift controller 102 changes both the shift characteristics of C to C shifting and the shift characteristics of CVT shifting, in accordance with switching of the running mode, when the CVT shifting is performed according to the shift characteristics of C to C shifting. Accordingly, consistent shift feeling matching the running mode can be achieved, throughout the entire running region including the stepped-speed-change running region and stepless-speed-change running region.
  • the CVT shifting in the form of a downshift is performed such that the speed ratio is changed in a stepwise manner, similarly to the C to C shifting, in the case where the downshift is a power-on downshift effected when the accelerator pedal stroke Oacc is increased.
  • a power-on downshift which will be called "CVT downshift”
  • CVT downshift it is deemed preferable to cause a power-on downshift (which will be called "CVT downshift") as one type of CVT shifting to be performed when the amount AOacc of change of the accelerator pedal stroke is equivalent to or greater than the amount AOacc that causes a power-on downshift (which will be called "C to C downshift”) as one type of C to C shifting.
  • the shift controller 102 determines that the amount AOacc of change of the accelerator pedal stroke is larger than the threshold value H of the amount of change of the accelerator pedal stroke, it performs a CVT downshift according to shift characteristics equivalent to the shift characteristics during C to C downshift determined as described above.
  • the above-indicated shift characteristics are the shift amount (amount of speed change) F during the CVT downshift, and the shift speed according to the running mode.
  • FIG. 7 is a flowchart illustrating a principal part of control operation of the electronic control unit 80, namely, control operation for achieving consistent shift feeling through the entire running region including the stepped-speed-change running region and the stepless-speed-change running region.
  • a control routine illustrated in the flowchart of FIG. 7 is repeatedly executed.
  • FIG. 7 is one example of control operation corresponding to downshifts (in particular, power-on downshifts).
  • FIG. 8 is a time chart of the case where the control operation illustrated in the flowchart of FIG. 7 is performed, showing one example in which CVT downshifts are carried out.
  • step SI 30 corresponding to the shift controller 102, the shift characteristics (e.g., the shift amount E, shift speed during a C to C downshift) of a C to C downshift, and the threshold value G of the amount of change of the accelerator pedal stroke for the C to C downshift, are determined, based on the running mode determined in step SI 20, given shift lines, vehicle speed V, and the gear ratio ⁇ .
  • step SI 40 it is determined whether the amount AOacc of change of the accelerator pedal stroke within a certain period of time is larger than the threshold value H of the amount of change of the accelerator pedal stroke which is set to a value substantially equal to the threshold value G of the amount of change of the accelerator pedal stroke.
  • the accelerator pedal stroke Oacc is kept substantially constant.
  • the accelerator pedal stroke Oacc exceeds a shift line for determining a C to C downshift; therefore, a C to C downshift is determined.
  • the C to C downshift is performed with the determined shift characteristics (the shift amount E, the shift speed) during the C to C downshift. After time t6, the vehicle runs with power being transmitted via the gear mechanism.
  • the shift controller 102 determines other shift characteristics (the shift start timing, shift time, and the shift amount) according to the acceleration time J.
  • shifting following to C to C shifting is CVT shifting and a first acceleration time J is achieved by the CVT shifting.
  • CVT shifting is to be performed such that shift tempo matches when CVT shifting is performed in a stepwise manner.
  • step S250 or step S60 is followed by step S270 corresponding to the shift controller 102, an upshift based on the shift characteristics set in the above step S250 or the above step S60 is carried out. Then, in step S80 corresponding to the vehicle condition obtaining unit 104, it is determined whether the engine 12 is stopped, for example.
  • the accelerator pedal is depressed at time tl when the vehicle is stopped with the accelerator pedal placed in the released state. Also, in FIG. 10, after time tl at which the accelerator pedal is depressed, the vehicle is started or accelerated.
  • the accelerator pedal stroke Oacc is larger than a large-pedal-stroke threshold value; therefore, shift characteristics matched with the shift characteristics of C to C shifting in which the speed ratio is changed in stages are set.
  • upshifts are carried out such that the input shaft speed Ni changes in a stepwise manner as the vehicle speed V increases.
  • the shift controller 102 performs CVT shifting according to shift characteristics (in particular, stepped speed change) performed by the gear mechanism 28, or performs shifting by the gear mechanism 28 according to shift characteristics of CVT shifting (in particular, stepless speed change by the CVT 24). More specifically, the shift controller 102 performs CVT shifting with shift characteristics matched with the shift characteristics by the gear mechanism 28, so that the input shaft speed Ni is changed in a stepwise manner. Alternatively, the shift controller 102 performs shifting by the gear mechanism 28, with shift characteristics matched with the shift characteristics of CVT shifting, so that the input shaft speed Ni is continuously changed.
  • shift characteristics in particular, stepped speed change
  • CVT shifting in particular, stepless speed change by the CVT 24

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Control Of Transmission Device (AREA)

Abstract

Selon cette invention, dans un véhicule où une transmission à variation continue et un mécanisme de changement de vitesse sont installés en parallèle sur une voie de transmission de puissance entre un arbre d'entrée et un arbre de sortie, (i) une unité de commande électronique effectue un changement de CVT sur la base des caractéristiques de changement du changement de C à C lorsque le rapport de vitesse est modifié par étapes, ou (ii) l'unité de commande électronique exécute le changement de C à C sur la base des caractéristiques de changement du changement de CVT lorsque le rapport de vitesse est modifié en continu.
PCT/IB2015/052444 2014-04-03 2015-04-02 Système de commande pour véhicule Ceased WO2015151061A2 (fr)

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US15/129,691 US9829102B2 (en) 2014-04-03 2015-04-02 Control system for vehicle
CN201580018118.XA CN106170648B (zh) 2014-04-03 2015-04-02 用于车辆的控制系统
EP15717654.6A EP3126714B1 (fr) 2014-04-03 2015-04-02 Système de commande pour véhicule

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